Vehicle fuel injector

ABSTRACT

External air and a charge of augmented air from an air augmenter or booster are directed through passages defined by a series of spaced horizontally oriented guide plates. Fuel picked up by the uppermost stream of air is driven over a series of ribs where it is successively impinged and atomized at different levels by the incoming streams of air. The air fuel mixture, now substantially atomized, if forced through a series of downstream guide plates and further atomized with the aid of plural downstream ribs. A special fuel injection mechanism in conjunction with the relay valve operates to quickly cut-off the supply of fuel when there is a temporary lack of demand for the fuel in order to minimize air pollution and smog.

United States Patent 11 1 Cedarholm June 4, 1974 1 VEHICLE FUEL INJECTORPrimm v ExuminerTim R. Miles [76] Inventor: Oscar R. Cedarholm, 301 1Cedar Amway Agent or Firm pastoriza,& Kelly Ln., Eureka, Calif. 95501[211 App]. No.: 216,361

External air and a charge of augmented air from an air 52 us. 0. 261/50R, 261/78 R. 48/180 R augmenter or booster are directed through Passages51 1111. C1. F02m 29/04 defined y a series of spaced horizontallyOriented [581 Field of Search ..26l/50 R, 69 R, 69 A, guide platesuPicked p y the uppermost stream 19, 261/30, 78 123/97 of airis drivenover a series of ribs where it is succes- 48/ISO R sively impinged andatomized at different levels by the incoming streams of air. The airfuel mixture, now [56] References C'ted substantially atomized, ifforced through a series of UNITED STATES PATENTS downstream guide platesand further atomized with 973,057 111/1910 Muder 411/1811 R the aid ofPlural downstream l,5 74.9(11 3/1926 Korte etal. 48/I80R A Special fue]injection mechanism in conjunction 1595A 2 3 9 59 32 2: with the relayvalve operates to quickly cut-off the 1,610,541 l../l9..6 W11l1ams Jr.1 1. /1 pp y of fuel when there is a temporary lack of 1,679,177 7/1928Seymour 48/180 R d i d I 2.103'629 12/1937 Monro I I h H 261/64 A emandfor the fuel in or er to m1n1m1ze a1r pol ution 2.6511104 1/19 53Cedarholm 261/69 R v and Smog- 2.X79 756 3/1959 Cornelius 261/D1G. 19

FOREIGN PATENTS OR APPLICATIONS Claims, 3 Drawing Figures 859,564 6/1940France 261/50 R 7o 50 i 72 73 74 67 49 '1 2 28 {62 i 24 Al 22 I5 A ;v*.:r:'.'" f I? 5 46 1s 1/ PATENTEDJUH 4 new. 3.8 l 4391 I sum 2 or 2 IBACKGROUND OF THE INVENTION This invention generally relates tocarburetors and more specifically relates to vehicle carburetors capableof thoroughly atomizing fuel and cutting-off unnecessary charges offuelin order to reduce smog and air pollutants.

This invention is primarily an improvement over the carburetoratomization structure disclosed in U.S. Pat. No. 3,559,963 to Cedarholmin which fuel droplets temporarily trapped in corrugations formed in themixing chamber wall are blasted by entering air streams to assist inatomizing the fuel. 7

This invention also relates to other Cedarholm patents i.e. U.S. Pat.No. 2,653,804, U.SI Pat. No. 2,762,615 and U.S. Pat. No. 2,984,467.

SUMMARY OF THE INVENTION Briefly stated the present invention is a fuelinjection and vehicle carburetor that coact to appreciably improveatomization of fuel in order to increase combustion efficiency.

In its broader aspects the invention has an atomization housing defininga mixing chamber for accepting and mixing charges of fuel and air. Anair inlet structure defines an air inlet aligned in communication withthe mixing chamber to constitute a continuous flow passageway for airand subsequently air and fuel mixtures. An upper section of theatomization housing is equipped with a series of inwardly projectingfins that are spaced from one another to define pockets that form thinfuel films. A throttle valve located in the continuous flow passagewayregulates the flow of external air into the mixing chamber in the usualmanner. A fuel injector has a metering valve which projects into themixing chamber. An arm interlinks the meteringvalve and throttle valveto synchronize proportions of fuel and external air being admitted intothe mixing chamber. The purpose of the fins is to partially break up andatomize the fuel and the pockets hold fuel fins where the fuel isblasted and further atomized by an incoming stream of air from the airinlet structure.

Preferably another set of fins is formed by a lower atomization sectionof the atomization housing. These fins also project inwardly into themixing chamber and are spaced from one another to define lower pocketsto temporarily collect fuel films that escape from the upper pockets.The lower fins serve to sequentially break up and further atomize thefuel while the lower pockets hold fuel for being blasted and impinged bythe stream of air and air fuel mixture, the combined effects of the dualset of fins and pockets being to aid in thoroughly atomizing fuel forenhancing combustion.

Upper blades extend across the mixing chamber and are connected tointernal walls of the atomization housing. The upper blades are spacedto define upper passages generally aligned with the air inlet and areoriented to direct separate streams of air towards at least some of thepockets. Lower blades are also coupled to the atomization housing andextend across the mixing chamber. The lower blades are sloped relativeto the upper blades and spaced from one another to define lower passagesoriented to direct separate streams of air generally toward the lowerpockets.

A pressure responsive pneumatic relay physically separated from theatomization housing may be used to provide important'advantages. Conduitmeans connect the relay valve and atomization housing. A spring biasedshuttle is responsively coupled to the relay valve through the conduitmeans so that when vehicle deceleration occurs the shuttle automaticallyshifts the fuel injector to a location where communication is blockedbetween the metering valve and fuel injector. A fuel container securedto the shuttle defines a fuel chamber surrounding an upper portion ofthe fuel injector. A

flexible diaphragm interconnects the fuel injector and atomizationhousing and a vacuum chamber is defined in part by the fuel container.fuel injector, atomization housing and flexible diaphragm. The flexiblediaphragm includes an outer relatively thick annular band connected inleakproof reationship with a portion of the atomization housing, aninner relatively thick annular band formed with gripping ribs secured inleakproof relationship with the fuel container, and, a relatively thinintermediate section arranged to flex upwardly when pressure in thevacuum chamber exceeds a predetermined level.

The shuttle is a generally upstanding tube whose upper end is fixed tothe fuel container for simultaneous movement therewith. The fuelinjector includes an axially movable plunger located at least partiallywithin the shuttle and the plunger and shuttle coact to define at leastone flow channel for routing fuel from the fuel container to themetering valve. Preferably the plunger is formed with at least threeradially outwardly connecting ribs that terminate adjacent the shuttleto define at least three flow channels.

An air augmenter is provided for supplying additional air to the mixingchamber. The air augmenter has a duct extending through the air inletand terminates in a tubular section which is coaxially aligned with theair inlet structure.

BRIEF DESCRIPTION OF THE DRAWINGS The numerous benefits and uniqueaspects of the present invention will be fully understood when thefollowing detailed description is studied in conjunction with thedrawings in which:

FIG. 1 is a side elevational, fragmentary, longitudinally sectional viewof a vehicle fuel injector system constructed in accordance with thisinvention and connectedwith a pressure responsive fuel cut-off valve;

FIG. 2 is a top plan sectional view taken along line 2-2 of FIG. 1; and,

FIG. 3 is a rear elevational partially sectional view taken from theright side of the carburetor as shown in FIG. 1, showing certainhorizontally aligned blades for splitting incoming air into separatelayered air streams.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT FIG. 1 shows a vehiclecarburetor and fuel injector assembly 10 constructed to finely atomizefuel charges prior to combustion in order to significantly minimize smogproblems. Assembly 10 has an outer shell constituted by a fuel injectorand atomizer housing 11 which includes an upper atomization section 12and a lower atomization section l3. A base portion 14 of loweratomization section 13 is sized for securement over the intake manifoldof a vehicle internal combustion engine (not shown).

Extending laterally from housing 11 is an air inlet structure 15 thathas an open outer end 16 through which external or ambient air A, mayenter. The inner end 17 is fixed to or formed with housing 11. Theinternal geometry defined in part by housing 11 and in part by the innerend 17 of air inlet structure 15 constitutes a mixing chamber 18 havinga narrow throat portion 18 A-.

' Coupled to air inlet structure 15 is an air augmenter or booster 20through which air A driven by an external pump or compressor (not shown)is forced into air inlet structure 15. Air augmenter 20 includes anelbow shaped pipe 21 having a laterally projecting section 22 relativeto the axis of air inlet structure 15 and a bent tubular section 23 thatis coaxially aligned with the axis of air inlet structure 15. Mountedwithin the exit port of tubular section 23 is a cone 24 whose apex 25 isaimed in an upstream direction and which terminates in a diverging orflaring end 26. The cone 24 and sur rounding exit of tubular section 23define a nozzle or annular restricted passage 28. Air A, flowing throughthe air inlet 15 and air A flowing through the air augmenter 20 convergeand become commingled to form a mixed air charge A;, which is routedtowards the mixing chamber 18.

Journaled within a bearing carried by housing 11 is a rotatable controlshaft suitably connected through a conventional linkage to the vehicleaccelerator pedal (not shown). Depression of the accelerator pedal bythe vehicle driver causes shaft 30 to rotate in a direction indicated bydirectional arrow R which in turn causes a butterfly type throttle valve31 to rotate from a closed position indicated by the solid lines to aprogressively more opened position indicated by the dot dash line30 A.As the throttle valve 31 becomes increasingly opened then greatercharges mixed of air A;, are admitted into the mixing chamber 18. Asection of the throttle valve 31 below the axis of shaft 30 mounts abowed projecting, interlinking arm 32 terminating in a cam 33.

A generally vertically aligned elongated needle-type metering valve 34is formed in its periphery with a longitudinally extending fuelinjection channel 35 which is gradually enlarged from its upper end overand a sufficient distance and constitute desired variable flowcharacterics. The base 36 of metering valve 34 operates as a camfollower and is constantly engaged by cam 33. As

shaft 30 is rotated in direction R, cam 33 will lift metering valve 34exposing an increasingly greater zone of fuel injection channel 35 sothat the incoming charges of air A and fuel will be synchronized in apredetermined ratio.

The upper atomization section 12 has an upwardly extending annular neck40 formed with a radially outwardly extending dish-shaped flange 41.Flange 4'1 terminates in a circular shaped beaded portion or lip 42. Theinner section of neck 40 includes an upstanding annular wall 43 fixed toan internal tubular bushing 44.

Positioned internally of bushing 44 is a stationary intermediate tube 45which defines a bore and has a depending lower section defining adeflector plate 46. Deflector plate 46 projects into and is located onthe relatively upstream side of mixing chamber 1-8 and operates toassist in splashing or deflecting fuel in a desired direction as shallbe more fully explained. The upper end of intermediate tube 45constitutes a bearing seat 47.

Situated within the bore of intermediate tube 45 is an axially movableshuttle 49 whose upper end 50 is located adjacent bearing seat 47constitutes a stop flange. The shuttle lower end 51 isinternallythreaded. Positioned generally within the upper zone ofchamber 18 is a valve seat 52 having an externally threaded uppersection 53 that is threadably interengaged with shuttle lower end 51 sothat the two components can be moved upwardly or downwardly together.Valve seat 52 has a central bore 54 which serves as a guideway formetering valve I 34, and, has a series of flow passages 55 through whichfuel from channel 35 may pass into mixing chamber 18.

Under normal conditions stop flange 50 rests upon bearing seat 47 sothat no gap G is present. As shall be more fully explained duringdeceleration conditions when it is desirable to immediately cut-off thefuel supply, shuttle 49 and valve seat 52 will be urged upwardly so fuelinjection channel 35 will be covered and under such circumstances a gapG will be created.

Referring to both FIGS. 1 and 2 the bore of shuttle 49 occupies aplunger rod of solid cross section. Plural longitudinally extending flowchannels 61 are defined in part by multiple radially outwardlyprojecting ribs 62. The upper end of plunger rod 60 terminates in anapex or cone tip 63 and the lower end 64 of plunger rod 60 contactsmetering valve 34.

The fuel injector includes a fuel container 65 with a cylindricallyshaped top plate 66 and a disc shaped bot tom plate 67 welded orotherwise secured in fluid tight relationship with plate 66. Theuppermost tip 68 of shuttle 49 is inserted through a central opening ofplate 67 so that stop flange 50 and tip 68 can tightly engage.

either directly or indirectly, opposing faces of plate 67. Plate 67 hasan outer depending skirt 69 that is generally surrounded by a diaphragm70.

Diaphragm 70 includes an intermediate thin flexible pressure sensitivestrip joined to an end band 72 and an inner end band 73. Outer band 72is generally thick and durable and shaped for making leakproofsnap-fitting engagement on the periphery of the lip 42 of annular neck40. The inner band is also generally thick and durable and has a seriesof gripping ribs or seals 74 that are sized to make tight leakproofengagement against depending skirt 69. The generally confined spacedefined in part by annular neck 40, diaphragm 70 and plate 67constitutes a vacuum chamber 78. When the pressure within the vacuumchamber 78 is increased due to deceleration the fuel container 65 movesupwardly under force from a coiled compressed spring 79 and causes thediaphragm 70 to flex. Shuttle 49 is therefore automatically caused tomove upwardly to block off further supply of fuel to the mixing chamber18. The effect of this action is to reduce fuel flow and thus maintainthe correct amount of fuel relative to the throttle opening.

Confined within the fuel container65 is spring 79 that mounts a lowerretaining disc 80 in contact with the cone tip 63 of plunger rod 60,and, mounts an upper retaining disc 81 arranged in contact with adownwardly extending cone tip 83. Cone tip 83 is part of an adjustmentscrew 82 threadably engaged within a fitting mounted within fuelcontainer 65. The coil spring 79 immersed in fuel F floats between thetwo cone tips while being supported between the two retaining discs. Anipple 84 admits fuel into the fuel chamber defined by fuel container65.

A pressure port 86 is formed in annular neck 40 to be in communicationwith vacuum chamber 78. In a similar manner a pressure port 87 is formedin the lower atomization section 13 of housing 11 to be in communicationwith mixing chamber 18.

For heating efficiency purposes a water jacket 100 surrounds a portionof mixing chamber 18.

The other components of this invention will be described in connectionwith the explanation of how the invention operates.

OPERATION Keeping the above construction in mind it can be understoodhow some of the disadvantages of carburetor systems are overcome. Shownschematically to one side of and physically separated from the vehiclefuel injector is a pressure responsive pneumatic relay valve 88 whichoperates as a fuel cut-off control. The particular structure and innermechanism of relay valve 88 is not a part of this invention andpreferably it is the same as the fuel cut-off control shown anddescribed in much detail in US. Pat. No. 3,559,963 to Cedarholm. Relayvalve 88 has a conventional filter 89 through which interior valvelocations are exposed to atmospheric pressure. A flexible tube 90capable of being coupled to pressure port 86 operates to place vacuumchamber 78 in communication with relay valve 88. [n a similar mannerflexible tube 91 capable of being coupled to pressure port 87 serves toplace mixing chamber 18 in fluid communication with relay valve 88.

Extending substantially entirely across the upper portion of mixingchamber 18 is a series of flat parallel guide blades 92. Guide blades 92are parallel, equally spaced in a tier and oriented so as to define aplurality of passages 93 aligned generally parallel with the axis of airinlet 15. Incoming air A is split by the guide blades 92 into streamswhich follow generally straight paths past metering valve 34 to pointsdownstream. Fuel injected into the upper passage is picked up andcarried downstream by the associated stream of air. The fuel is drivenagainst a series of inwardly projecting fins 94 formed on the internalwall of the upper atomization section 12. g

F ins 94 define a series of pockets 95 into which some streams of airtraveling through passages 93 are directed in order to impinge upontemporarily formed thin films of fuel. With the fuel substantiallyatomized the air fuel mixture is routed downstream through a series ofsloped downstream guide blades 96 that define passages 97. Additionaldownstream fins 98 define pockets 99 in the lower atomization section13. Fins 98 and pockets 99 function like fins 94 and pockets 95.

As the air fuel mixture leaves the uppermost passage of passages 93 itcrosses the entering air current of the next lower passage to therebyresult in constant collision between the air and fuel mixture. A violentturbulence is constantly taking place to assure atomization. As the fueland air mixture passes through the narrow throat 18 A it is optimuml yatomized and ready for delivery to the vehicle engine.

From the foregoing it will be evident that the present inventionprovides a vehicle fuel injector in which all of the various advantagesare fully realized.

What is claimed is:

c. a throttle valve positioned in the continuous flow passageway toregulate flow of external air from the air inlet into the mixingchamber; d. a fuel injector coupled to the atomization housing;

e. a metering valve connected to the fuel injector and projecting intothe mixing chamber;

f. an arm interconnecting the metering valve and throttle valve andarranged to synchronize the proportions of fuel and external airadmitted into the mixing chamber;

g. parallel and spaced upper blades coupled to the atomization housingand extending entirely across the mixing chamber to slice incomingexternal air into separate horizontal streams of air;

h. plural upper fins defined by the atomization housing and projectinginto the mixing chamber at a location downstream of the upper blades,the upper fins being spaced from one another to define upper pockets fortemporarily collecting fuel films wherein, the upper fins serve topartially break up and atomize the fuel while the upper pockets holdfuel films for being blasted and further atomized by the streams of airissuing from the spaces between the upper blades; and,

. plural lower fins defined by the atomization housing and projectinginto the mixing chamber, the lower fins being spaced from one another todefine lower pockets to temporarily collect fuel films that escape fromthe upper pockets wherein, the lower fins serve to sequentially break upand further atomize fuel while the lower pockets hold fuel for beingfurther blasted and impinged by streams of air and fuel-air mixture;

wherein, the combined effects of the blades, upper fins, upper pockets,lower fins, and lower pockets aid in thoroughly atomizing fuel toimprove combustion.

2. The structure according to claim 1, including:

lower blades coupled to the atomization housing and extending across themixing chamber, the lower blades being sloped relative to the upperblades and spaced from one another to define lower passages oriented todirect separate streams of air generally toward the lower pockets.

3. The structure according to claim 1, including:

a pressure responsive pneumatic relay valve physically separated fromthe atomization housing;

conduit means connecting the relay valve and atomization housing;

a spring biased shuttle responsively coupled to the relay valve throughthe conduit means so that when vehicle deceleration occurs the shuttleautomatically shifts the fuel injector to a location where communicationis blocked between the metering valve and fuel injector;

a fuel container secured to the shuttle and defining a fuel chambersurrounding an upper portion of the fuel injector;

a flexible diaphragm interconnecting the fuel injector and atomizationhousing; and,

' a vacuum chamber defined in part by the fuel container, fuel injector,atomization housing, and flexible diaphragm.

4. The structure according to claim 3, wherein the flexible diaphragmincludes:

an outer relatively thick annular band connected in leakproofrelationship with a portion of the atomi zation housing;

an inner relatively thick annular band formed with gripping ribs securedin leakproof relationship with the fuel container; and,

a relatively thin intermediate section arranged to flex upwardly whenpressure in the vacuum chamber exceeds a predetermined level.

5. The structure according to claim 3, wherein;

the shuttle is a generally upstanding tube whose upper end is fixed tothe fuel container for simultaneous movement therewith; and,

the fuel injector includes an axially movable plunger located at leastpartially within the shuttle, the plunger and shuttle coacting to defineat least one flow channel for routing fuel from the fuel container tothe metering valve.

6. The'structure according to claim 5, wherein;

the plunger is formed with at least three radially outwardly projectingribs which terminate adjacent the shuttle to define at least three flowchannels.

7. The structure according to claim 5, including:

a coil spring located within the fuel container that interconnects theplunger and upper portion of the fuel container.

8. The structure according to claim 1, including:

an air booster for supplying additional air to the mixing chamber.

9. The structure according to claim 8, wherein;

the air booster includes a duct extending through the air inlet andterminates in a tubular section coaxially aligned with the air inletstructure.

10. The structure according to claim 9, wherein the air boosterincludes:

a cone positioned within the down stream end of the tubular section todefine a restricted annular passageway so that air forced through theair booster can be commingled with external air flowing through the airinlet structure prior to the combined air masses being directed to themixing

1. A fuel injector and vehicle carburetor assembly for atomizing fuel,comprising: a. an atomization housing defining a mixing chamber foraccepting and mixing charges of air and fuel; b. air inlet structurehaving an air inlet in communication with the mixing chamber to aid indefining a continuous flow passageway; c. a throttle valve positioned inthe continuous flow passageway to regulate flow of external air from theair inlet into the mixing chamber; d. a fuel injector coupled to theatomization housing; e. a metering valve connected to the fuel injectorand projecting into the mixing chamber; f. an arm interconnecting themetering valve and throttle valve and arranged to synchronize theproportions of fuel and external air admitted into the mixing chamber;g. parallel and spaced upper blades coupled to the atomization housingand extending entirely across the mixing chamber to slice incomingexternal air into separate horizontal streams of air; h. plural upperfins defined by the atomization housing and projecting into the mixingchamber at a location downstream of the upper blades, the upper finsbeing spaced from one another to define upper pockets for temporarilycollecting fuel films wherein, the upper fins serve to partially breakup and atomize the fuel while the upper pockets hold fuel films forbeing blasted and further atomized by the streams of air issuing fromthe spaces between the upper blades; and, i. plural lower fins definedby the atomization housing and projecting into the mixing chamber, thelower fins being spaced from one another to define lower pockets totemporarily collect fuel films that escape from the upper pockets -wherein, the lower fins serve to sequentially break up and furtheratomize fuel while the lower pockets hold fuel for being further blastedand impinged by stReams of air and fuel-air mixture, wherein, thecombined effects of the blades, upper fins, upper pockets, lower fins,and lower pockets aid in thoroughly atomizing fuel to improvecombustion.
 2. The structure according to claim 1, including: lowerblades coupled to the atomization housing and extending across themixing chamber, the lower blades being sloped relative to the upperblades and spaced from one another to define lower passages oriented todirect separate streams of air generally toward the lower pockets. 3.The structure according to claim 1, including: a pressure responsivepneumatic relay valve physically separated from the atomization housing;conduit means connecting the relay valve and atomization housing; aspring biased shuttle responsively coupled to the relay valve throughthe conduit means so that when vehicle deceleration occurs the shuttleautomatically shifts the fuel injector to a location where communicationis blocked between the metering valve and fuel injector; a fuelcontainer secured to the shuttle and defining a fuel chamber surroundingan upper portion of the fuel injector; a flexible diaphragminterconnecting the fuel injector and atomization housing; and, a vacuumchamber defined in part by the fuel container, fuel injector,atomization housing, and flexible diaphragm.
 4. The structure accordingto claim 3, wherein the flexible diaphragm includes: an outer relativelythick annular band connected in leakproof relationship with a portion ofthe atomization housing; an inner relatively thick annular band formedwith gripping ribs secured in leakproof relationship with the fuelcontainer; and, a relatively thin intermediate section arranged to flexupwardly when pressure in the vacuum chamber exceeds a predeterminedlevel.
 5. The structure according to claim 3, wherein; the shuttle is agenerally upstanding tube whose upper end is fixed to the fuel containerfor simultaneous movement therewith; and, the fuel injector includes anaxially movable plunger located at least partially within the shuttle,the plunger and shuttle coacting to define at least one flow channel forrouting fuel from the fuel container to the metering valve.
 6. Thestructure according to claim 5, wherein; the plunger is formed with atleast three radially outwardly projecting ribs which terminate adjacentthe shuttle to define at least three flow channels.
 7. The structureaccording to claim 5, including: a coil spring located within the fuelcontainer that interconnects the plunger and upper portion of the fuelcontainer.
 8. The structure according to claim 1, including: an airbooster for supplying additional air to the mixing chamber.
 9. Thestructure according to claim 8, wherein; the air booster includes a ductextending through the air inlet and terminates in a tubular sectioncoaxially aligned with the air inlet structure.
 10. The structureaccording to claim 9, wherein the air booster includes: a conepositioned within the down stream end of the tubular section to define arestricted annular passageway so that air forced through the air boostercan be commingled with external air flowing through the air inletstructure prior to the combined air masses being directed to the mixingchamber.